Lateral motion freight car truck



July 21, 1964-' c. E. TACK 3,141,421

' LATERAL MOTION FREIGHT CAR TRUCK Filed May 24, 1 961 s Sheets-Sheet 1We K a y/f a/ m July 21, 1964 c. E. TACK LATERAL MOTION FREIGHT CAR'TRUCK 5 Sheets-Sheet 2 Filed May 24, 1961 July 21, 1964 c. E. TACKLATERAL MOTION FREIGHT CAR TRUCK 5 Sheets-Sheet 3 Filed May 24, 1961[flue/tor: Carl 5 Ta 0/4 ya July 21, 1964 c. E. TACK 3,141,421

' LATERAL MOTION FREIGHT CAR TRUCK Filed May 24, 1961 V 5 Sheets-Sheet 4O3 8 "f g1 s I N 1, i I I I l [Hz/avion- July 21, 1964 c. E. TACK3,141,421

I LATERAL MOTION FREIGHT CAR TRUCK Filec} May 24, 1961 5 Sheets-Sheet 5w ms [06 my /2. my 13.

/ )IIIIII/IIl/III 9 4- /A 94 u I I U6 Hz 04 L l I 988/ ffluenfor,

Card 5. Tac/r United States Patent 3,141,421 LATERAL MOTION FREIGHT CARTRUCK Carl E. Tacit, Elmhurst, IlL, assignor to Amsted IndusriesIncorporated, Chicago, Ill., a corporation of New ersey Filed May 24,1961, Ser. No. 112,274 3 Claims. (Cl. 105190) This invention relates torailway freight cars and more particularly to a truck structure in whicha bolster supports a car body for limited lateral motion relative to theside frames.

Heretofore, railway freight car truck structures have comprised sideframes interconnected by a bolster and supported upon wheel and axleassemblies engaged against axial movement relative to the side frames.The side frames would, therefore, follow weaving axial movements of thewheel and axle assemblies, and such movements would be transmittedthrough the bolster to the car body and the contents thereof.

It is, therefore, an object of the present invention to provide a truckstructure for a railway car in which the car body is supported forlateral motion relative to the truck side frames.

Another object of the invention resides in the provision of a railwaycar truck embodying a bolster structure adapted to support a car bodyfor lateral movement relative to the truck side frames.

A further object of the invention resides in the provision of a railwaytruck structure comprising a main bolster interconnecting the sideframes and an auxiliary bolster mounted on the main bolster to engageand support the car body, the auxiliary bolster being supported on themain bolster for movement transversely of the side frames.

Another object of the invention resides in the provision of railway cartruck in which an auxiliary bolster is supported on a main bolster bymeans of swing hangers.

Another object of the invention resides in the provision of a railwaycar truck in which the auxiliary bolster is supported on the mainbolster by means of resilient material, such as rubber.

The invention embodies other novel features, details of construction andarrangement of parts which are hereinafter set forth in thespecification and claims and illustrated in the accompanying drawings,forming part thereof, wherein:

FIGURE 1 is a fragmentary side elevation illustrating a truck structureembodying features of the invention;

FIGURE 2 is a side elevation showing a swing hanger;

FIGURE 3 is a side elevation showing a bottom connector;

FIGURE 4 is a top plan view of the connector;

FIGURE 5 is an end elevation of same;

FIGURE 6 is a transverse section taken along the line 6-6 of FIGURE 1,the bolster structure being shown in side elevation;

FIGURE 7 is a top plan view showing one end of the bolster structure,the side frame being shown in section;

FIGURE 8 is a side elevation, partly in section, showing the auxiliarybolster;

FIGURE 9 is a side elevation, partly in section, showing the mainbolster;

FIGURE 16 is a section taken along the line 10-10 of FIGURE 6;

FIGURE 11 is a fragmentary side elevation, partly in section, showing amodified form of the invention in which horizontal rubber pads areprovided on the main bolster to resiliently support the auxiliarybolster adjacent its ends;

FIGURE 12 is a section taken along the line 12-12 of FIGURE 11;

FIGURE 13 is a section, corresponding to FIGURE 12, showing anothermodified form of the invention in which the auxiliary bolster is biasedinto frictional engagement against the main bolster;

FIGURE 14 is a view corresponding to FIGURE 11 showing anotherembodiment of the invention in which inclined rubber pads are providedon the main bolster to resiliently support the auxiliary bolster.

Referring now to the drawings for a better understanding of theinvention and more particularly to FIGURES 1 to 10 therein, the railwaytruck is shown as comprising side frames 20-20 adapted to be supportedat their ends upon wheel and axle assemblies journaled in conventionaljournal boxes. Each side frame comprises tension and compression members22 and 24 interconnected by spaced columns 2323 to define an opening 26to receive one end of a bolster structure 14 which is resilientlysupported upon a spring group 28 seated on the tension member.

The bolster structure 14 is shown as comprising a main bolster 16 in theform of a one-piece metal casting having end portions 30-30 disposed inthe openings 2626 in the side frames 2020. The main bolster 16 isprovided with a recess or depression 32 in its upper surface forreceiving the king pin socket of the auxiliary bolster as describedbelow, and additionally includes a plurality of transversely spaced wallelements as shown in FIG- URE 10 for accommodating the swing hangers.This wall construction includes side wall elements 34 and a central wallelement 36 defining cells or recesses 38 for receiving the swing hangersnow identified as 40 (FIG- URES 1, 2 and 10). The wall elements 34 and36 are provided with apertures 42 (FIGURE 10) for receiving a pin 44 forsupporting the swing hangers, which have apertures 46 at their upper end(see FIGURES 2 and 10) receiving the pin 44. The pin is confined in theapertures by plates 48 welded to the outer surfaces of the wall elements34.

The specific shape of the swing hangers is shown in FIGURE 2 where itwill be seen that each hanger has an aperture 50 at its lower end forreceiving the end portions of the bottom connector 52. This aperture iselongated vertically or in the direction of the length of the hanger andits bottom surface may be rounded in transverse direction as shown at 54for receiving complementally shaped surfaces in the form of recesses 56in the under surface of the bottom connector 52 (FIGURE 3). The bottomconnector, as seen in FIGURES 3, 4, and 5, has a central body portion 58in the bottom surface of which are formed the recesses 56 mentionedabove, and has end portions 60 having top bearing surfaces 62 forsupporting the auxiliary bolster as explained below. Outwardly of thebearing surfaces 62 are stop elements 64 engaged by the edge of theauxiliary bolster for aiding in retaining the bottom connector inposition.

The auxiliary bolster 18 is shown in its entirety in FIGURE 8 and isgenerally inverted U-shape having side Wall elements 66 straddling themain bolster. The auxiliary bolster 18 is provided with a socket 68 forreceiving the king pin of the car, this socket extending into the recess32 in the main bolster 16 provided for that purpose as mentioned above.The auxiliary bolster is shorter than the main bolster as will beobserved in FIGURES 6 to 9, the end of the main bolster extending intothe side frame and the auxiliary bolster terminating at a pointinboardly of but adjacent to the side frame. The wall elements 34 and 36of the main bolster (FIGURE 10) are located at this point wherebysupport for the auxiliary bolster is provided at the ends of the latter.To prevent separation of the auxiliary bolster 18 from the main bolster16, straps Iii-1t extend through openings in the side walls of thebolsters and secured at their ends by 3 means of bolts 1111 to bosses1212 formed on the outer sides of the auxiliary bolster.

The auxiliary bolster is supported by bearing members 70 which, as shownin FIGURE 6, are separate elements from the auxiliary bolster but weldedthereto. These bearing members (omitted from FIGURE 8) each includes asemicircular or curved, downwardly concave bearing surface 72 whichengages one of the bearing surfaces 62 (FIGURE 3) on the bottomconnector 52. Each bearing member 70 includes a web element 74 butted tothe bottom edge of the auxiliary bolster and welded thereto and servingas the means by which the member is directly connected to the bolster.If desired, the bearing member may be provided with a projection 76(FIGURE and the auxiliary bolster with a recess 78 for receiving theprojection for providing an interlocking connection between the bearingmember and auxiliary bolster.

The bearing members 70, provided as separate elements from the auxiliarybolster, provide several advantages. One such advantage is that thesemembers, which receive the wear caused by the movement between the twobolsters, may be removed after being worn and replaced by other membersand thus the auxiliary bolster as a whole may continue in use. Anotheradvantage is that the bearing surfaces 72 may be made of greater axiallength (FIGURE 10) than could be provided by the wall element 56 of theauxiliary bolster and thus aid in accommodating wearing. A thirdadvantage is that the bearing members 70 may be selected from varioussizes and shapes of bearing members for positioning the swing hangers 40at the desired angle, i.e., whether straight, vertical, or angledoutwardly. As explained below, the straight vertical direction ispreferred but a range of angular positions is provided for and it iswithin the scope of the invention to position the hangers at anyposition within that range. The auxiliary bolster is supported on themain bolster entirely by the swing hangers, and by forces acting invertical planes extending longitudinally of the bolsters.

Relative motion between the main bolster and auxiliary bolster,longitudinally of the bolster, is occasioned by the movement of the mainbolster in response to sidewise movement of the side frames and theinertia of the auxiliary bolster and the car supported thereby. FIGURE 6shows the swing hangers 40 disposed in straight vertical position. Thisfigure shows the various members in a normal rest position and thelength of the auxiliary bolster and the location of the hanger pin 44are such as to accomplish that vertical positioning of the hangers. Therelative movement between the main bolster and auxiliary bolster isindicated diagrammatically by the dot-dash line 80 which represents theend edge of the auxiliary in an extreme shifted position. The. auxiliarybolster has a projection or stop element 82 which is positioned forengaging a stop 84 formed on the main bolster to provide means forpositively limiting the relative movement between the bolsters, it beingunderstood that such an extreme position will be reached only underextreme conditions and that normally the relative movement will be lessthan the range represented by the location of the stop 84.

Tests have proved that the bolster arrangement is operative andaccomplishes satisfactory results when the swing hangers 40 assumepositions throughout a range up to as much as 11 inclination asrepresented by the axis line 86. However, as noted, the straightvertical normal position is preferred. The mounting arrangementincluding the swing hangers effectively prevents relative movementbetween the bolsters in direction'transversely thereof.

FIGURES 11 to 14 show modified forms of bolster arrangement including amain bolster and auxiliary bolster arranged for relative movementtherebetween. This arrangement includes a main bolster 90 similar in allmaterial respects to the main bolster 16 except that there need not beany provision for supporting swing hangers. The main bolster 90 includesan end portion 92 for positioning in the side frame and support therein.The arrangement includes an auxiliary bolster 94 similar in all materialrespects to the auxiliary bolster 18 except that, in this case also,there need not be any provision for supporting it by the swing hangers.

Interposed between the main bolster 90 and auxiliary bolster 94 areblocks 96 of resilient material, such as rubber. Each block may besecured in place as by vulcanizing it to plates 98 and 106 secured tothe main bolster and auxiliary bolster, respectively, by any suitablemeans. In response to movement of the main bolster produced by movementof the side frames, in direction longitudinally of the bolster, relativemovement between the main bolster and auxiliary bolster is dampened bythe blocks of rubber 96. Stop means 106 may be provided for engagementby a stop element 108 on the auxiliary bolster for a purpose similar tothe stop 84 described in connection with FIGURE 6.

The resilient means, or blocks of rubber, 96 yieldably resists anddampens relative movement between the main bolster and auxiliarybolster. To frictionally dampen relative movements of the bolsters, asshown in FIGURE 12, a shank or bolt 116 is inserted through apertures inthe wall elements of the main bolster and auxiliary bolster. It has ahead 112 engaging an element of the main bolster and on its extended endexterior to the auxiliary bolster a compression spring 114 is interposedbetween the wall element of the auxiliary bolster and a nut 116 threadedon the bolt. Matching wear plates 118 and 120 are secured to opposedsurfaces of the bolsters and the compression spring 114 is operative foroppositely biasing the main bolster and auxiliary bolster for bringingthe wear plates into friction engagement. Thus, the bolster members areyieldably retained in engagement to provide a snubbing action by the twowear plates in direction longitudinally of the bolsters.

The construction of FIGURE 13 is the same in principle as that of FIGURE12 but differs in detail arrangement. The bolt 110 extends through theentire assembly of bolster wall elements and the head 112 engages theouter surface of one of the wall elements of the auxiliary bolster. Theextended end of the bolt projects exteriorly beyond the opposite side ofthe auxiliary bolster where the compression spring 114 acts through asleeve 122 and engages an inner element of the main bolster. Theresulting dampening action in both cases is the same.

FIGURE 14 illustrates another embodiment of the invention in whichblocks of rubber 9611 are engaged between plates 98a and a havingparallel opposing inclined surfaces. This embodiment of the invention isotherwise similar to the embodiment of FIGURE 11.

I claim:

1. In a railway car, the combination comprising wheelsupported sideframes, a main bolster having its ends supported in the side frames andhaving vertical side wall elements, swing hanger means adjacent each endof the main bolster including a transverse pin mounted in the side wallelements, a pair of swing hangers pivoted at their upper ends on thetransverse pin, and a transverse bottom connector mounted in the lowerends of the swing hangers and having its ends projecting laterallybeyond the main bolster, the combination also comprising an auxiliarybolster of generally inverted U-shape in cross section having side wallelements straddling the main bolster and pivotally supported on theprojected ends of the bottom connector, the bearing engagement of theauxiliary bolster on the bottom connector being provided by membersseparate from the auxiliary bolster and secured unitarily thereto, saidmembers having bearing surfaces engaging the bottom connector of greaterdimension axially of the bottom connector than the thickness of the sidewall elements of the auxiliary bolster,

the bottom connector having concave bearing surfaces in its under side,the swing hangers having apertures in their lower ends defined at theirlower limits by bearing surfaces convex in cross section and engaged insaid concave bearing surfaces, the end extremities of the bottomconnector having upwardly extending lugs, the apertures in the swinghangers being vertically elongated to receive the ends of the bottomconnector.

2. In a railway car, the combination comprising wheelsupported sideframes, a main bolster having its ends supported in the side frames andhaving vertical side wall elements, swing hanger means adjacent each endof the main bolster including a transverse pin mounted in the side wallelements, a pair of swing hangers pivoted at their upper ends on thetransverse pin, and a transverse bottom connector mounted in the lowerends of the swing hangers and having its ends projecting laterallybeyond the main bolster, the combination also comprising an auxiliarybolster of generally inverted U-shape in cross section having side Wallelements straddling the main bolster and pivotally supported on theprojected ends of the bottom connector, the bearing engagement of theauxiliary bolster on the bottom connector being provided by membersseparate from the auxiliary bolster and secured unitarily thereto, thebottom connector having concave bearing surfaces in its under side, theswing hangers having apertures in their lower ends defined at theirlower limits by bearing surfaces convex in cross section and engaged insaid concave bearing surfaces, the end extremities of the bottomconnector having upwardly extending lugs, the apertures in the swinghangers being vertically elongated to receive the ends of the bottomconnector.

3. In a railway car, the combination comprising wheelsupported sideframes, a main bolster having its ends supported in the side frames andhaving vertical side wall elements, swing hanger means adjacent each endof the main bolster including a transverse pin mounted in the side Wallelements, a pair of swing hangers pivoted at their upper ends on thetransverse pin, and a transverse bottom connector mounted in the lowerends of the swing hangers and having its ends projecting laterallybeyond the main bolster, the combination also comprising an auxiliarybolster of generally inverted U-shape in crosssection having side wallelements straddling the main bolster and pivotally supported on theprojected ends of the bottom connector, the bottom connector havingconcave bearing surfaces in its under side, the swing hangers havingapertures in their lower ends defined at their lower limits by bearingsurfaces convex in cross section and engaged in said concave bearingsurfaces, the end extremities of the bottom connector having upwardlyextending lugs, the apertures in the swing hangers being verticallyelongated to receive the ends of the bottom connector.

References Cited in the file of this patent UNITED STATES PATENTS590,563 Beeson Sept. 28, 1897 913,609 Austin Feb. 23, 1909 1,423,238Masury et al July 18, 1922 2,180,933 Barrows Nov. 21, 1939 2,737,908Williams Mar. 13, 1956 2,754,768 Hile July 17, 1956 2,907,282 Erzer Oct.6, 1959

3. IN A RAILWAY CAR, THE COMBINATION COMPRISING WHEELSUPPORTED SIDEFRAMES, A MAIN BOLSTER HAVING ITS ENDS SUPPORTED IN THE SIDE FRAMES ANDHAVING VERTICAL SIDE WALL ELEMENTS, SWING HANGER MEANS ADJACENT EACH ENDOF THE MAIN BOLSTER INCLUDING A TRANSVERSE PIN MOUNTED IN THE SIDE WALLELEMENTS, A PAIR OF SWING HANGERS PIVOTED AT THEIR UPPER ENDS ON THETRANSVERSE PIN, AND A TRANSVERSE BOTTOM CONNECTOR MOUNTED IN THE LOWERENDS OF THE SWING HANGERS AND HAVING ITS ENDS PROJECTING LATERALLYBEYOND THE MAIN BOLSTER, THE COMBINATION ALSO COMPRISING AN AUXILIARYBOLSTER OF GENERALLY INVERTED U-SHAPE IN CROSSSECTION HAVING SIDE WALLELEMENTS STRADDLING THE MAIN BOLSTER AND PIVOTALLY SUPPORTED ON THEPROJECTED ENDS OF THE BOTTOM CONNECTOR, THE BOTTOM CONNECTOR HAVINGCONCAVE BEARING SURFACES IN ITS UNDER SIDE, THE SWING HANGERS HAVINGAPERTURES IN THEIR LOWER ENDS DEFINED AT THEIR LOWER LIMITS BY BEARINGSURFACES CONVEX IN CROSS SECTION AND ENGAGED IN SAID CONCAVE BEARINGSURFACES, THE END EXTREMITIES OF THE BOTTOM CONNECTOR HAVING UPWARDLYEXTENDING LUGS, THE APERTURES IN THE SWING HANGERS BEING VERTICALLYELONGATED TO RECEIVE THE ENDS OF THE BOTTOM CONNECTOR.